Automatic reversing device for railroad-trains



(No Model) 4 Sheets-Sheet 1. W. WEAVER, AUTOMATIC REVERSING DEVICE FORRAILROAD TRAINS. No. 504,766. Patented Sept 12, 1893.

19 a a W660 (No Model.) 4 Sheets-Sheet 2.

W. WEAVER. AUTOMATIC REVERSING DEVICE FOR RAILROAD TRAINS. No. 504,766.Patented Sept 12, 1893.

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W. WEAVER. AUTOMATIC EEVERSING DEVICE FOR RAILROAD TRAINS. No. 504,766.Patented Sept 12, 1898.

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(No Model.) 4 SheetsSheet 4.

W. WEAVER.

AUTOMATIG REVERSING DEVIGE FOR RAILROAD TRAINS.

No. 504,766. Patented Sept 12, 1893.

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' v V afiozwewo v UNITED STATES PATENT OFFICE.

WILLIAM IVEAVER, OF WESTPORT, ASSIGNOR OF ONE-HALF TO EDWIN O. KEELERAND CHARLES LAPHAM, OF NORVVALK, CONNECTICUT.

AUTOMATIC REVERSlNG DEVICE FOR RAILROAD-TRAINS.

SPECIFICATION forming part of Letters Fatent No. 504,766, datedSeptember 12, 1893.

Application filed October 15, 1891. Serial No. 408,766- (No model.)

To all whom it may concern:

Be it known that I, WILLIAM WEAVER, a citizen of the United States,residing at VVestport, in the county of Fairfield and State ofConnecticut, have invented certain new and useful Improvements inAutomatic Brake- Setting Devices for Railroad-Trains, of which thefollowing is a specification.

The object of my invention is to prevent automatically and withcertainty the running of one train onto the section of another, and tothis end my invention consists in providing the track with movableblocks or projections arranged at intervals along the entire I 5 trackwith means whereby each of said blocks may be brought into operativeposition automatically from a passing train and in providing connectionsbetween the blocks whereby upon bringing any block into position theblock last passed is thrown out of position and also in providing thelocomotive with appliances constructed to be operated by such blocks asare in position to thereby reverse the engine if necessary to cut ed thesteam and apply the brakes. These results may be effected through themedium of mechanisms of difiierent constructions, one construction andarrangement being illustrated in the accompanying drawings, in whichFigure 1 is a side elevation illustrating the appliances for reversingthe engine and applying the brakes and sufficient of a locomotive toindicate the movement of said appliances thereon. Fig. 2 is a plan viewillustrating one of the blocks or contact pieces and connected devices.Fig. 3 is an end view of one of said blocks showing also connecteddevices. Fig. t is a sectional elevation of one of the lovers foractuating the blocks. Fig. 5 is a diagrammatic view illustrating theconnections between the series of blocks along the road. Fig. 6 is amodification.

The engine is of any suitable construction and is provided with areversing device A shown in the form of a link motion or otherwisesuitably constructed with a brake apparatus B, the engine and pump of anair brake being shown and with a valve 0, preferably independent of theordinary brake valve so arranged thatbyopeningsaidvalvethebrakes of thetrain may be simultaneously closed or applied.

In the construction illustrated in Fig. 1, the link motion is adjustedby swinging a three branch lever D, hung beneath the engine, one arm 1,of the lever being connected by a rod 2, with the reversing lever 3,extending into the cab. Another arm 4, of the lever D, carries ananti-friction roller 01' wheel 5, arranged in position to make contactwith the movable blocks E, of the track when the same are in operativeposition as described hereinafter the riding of the end of the leverover the inclined face of any block swinging the lever in the directionof the arrow Fig. 1, throwing down the link and reversing the motion ofthe engine. As the reversing lever 3, may be locked in its position itis necessary to provide means whereby the lever D, may be oscillatedunder the action of the block E, while the lever 3, is stationary yetwithout interfering with the accurate movement of the lever D, uponshifting the lever 3. To this end the connecting rod 2, extends throughan opening in the lower end of the lever 3, and is provided with nuts orshoulders 7, 7, and with stiff springs 6, 6, one between each nut andthe adjacent side of the lever 3. The springs are so stid that when thelever 3, is swung the lever D, will be oscillated without any materiallost motion, but when the lever 3, is locked and the lever D, is movedthe compression of one of the springs will permit such motion. Toprevent the spring from restoring the lever D, to its original positionas soon as it passes the block E, I pivot to the lever 3, a pawl 8, theend of which engages one of the nuts when the connecting rod is pushedback thereby retaining the parts in place. A chain 9, extending into thecab enables the 0 engineer to draw up the pawl and release the partswhenever required.

A lever F, provided with an anti-friction roller 10, arranged to makecontact with the blocks E, is connected by a rod 12, with the 5 handle13, of the valve C, so that when the lever is swung in the direction ofits arrow by contact with a block the actuating fluid will betransmitted to the brake devices or allowed to escape in such manner asto apply the rec brakes. In some instances I also make use of a thirdlever G, carrying an anti-friction roller 14, and arranged in positionto make contact with the blocks E, and connected by.

a rod 15, with the handle of a steam valve 16, controlling thecommunication between the steam boiler and the cylinders, so that whenthe lever G, is swung in the direction of the arrow by contact with theblock the steam will be out 01f from the cylinders.

By the arrangement of parts above described whenever a block E, is inoperative position so as to be struck by the the lever or levers orother contact pieces carried by the locomotive the admission of thesteam to the valve chest will be so changed as to reverse the engine.Then if the lever G is used the steam will be cut off and then thebrakes will be applied. If the .lever G, is not used the engine will bereversed and the brakes will be applied without cutting ofi the steam soas to secure the greatest possible resistance to the onward movement ofthe train.

The blocks E, may be of any suitable construction and movable in anysuitable manner so as to be brought in any position to be struck by thelevers upon the locomotive or placed so as to escape contact therewith,but I prefer to arrange the blocks at such a distance apart as willprevent one train from coming into dangerous proximity to another, toset each block in operative position by a passing train and to turn itback to an inoperative position as the train passes the next block.

Different means for connecting the blocks will occur to any skilledmechanic, one construction and arrangement being shown in detail inFigs. 2 to 4. As shown, each block E, swings upon trunnions 16, 16,turning in bearings upon the ties X, X, and is counter weighted so as toturn readily to any position and one edge is beveled from both ends asshown, so that the rollers of the levers or other contact pieces willride readily up the beveled edges, whatever may be the direction inwhich the engine is running. As thus supported each block will be in anoperative position when it is vertical as indicated in Fig. 3 and willbe inoperative when horizontal as shown in Fig. 2.

In order that each block E, may be set into vertical position as soonas'a train passes the said block I provide each train with a contactpiece I, preferably in the form of a wheel upon the axle of the rearcar. For this purpose each car may have upon each end axle a wheel I,capable of being adjusted to proper position to make contact withappliances for shifting the positions of the blocks E. As shown, eachblock E is shifted by means of a lever K, pivoted adjacent to the trackand having an arm 46 connected bya rod 17, with one arm 18 of ahorizontal T-lever L, and another arm 19 of said lever is connected by arod 20, with an arm 21, of the block E. \Vhen a lever K, is depressed bya wheel I,

block by the contact therewith of the parts carried by the engine, whileit can be swung laterally out of position by the exertion of but littleforce which is very desirable when the said block must be shifted from apointa mile or so distant. It will further be seen that by supportingthe blocks upon trunnions I avoid the difficulties incident toobstructions by snow and ice which would interfere with a slidingmovement to a greater or less extent.

In order to prevent the lever K, from being jammed by ice or snow Iprefer to pivot it in a box 28, in which the lever can move verticallyand the lever is supported by a spring 22, of sufficient strength to atleast counterbalance the weight of the lever.

Each block is shifted from the next station in advance through themedium of a connecting rod 24, attached at one end to the arm 25, of onelever L, and slotted at the other end to receive a stud 26, upon the arm18, of the lever L, at the said advance station. This permits of acertain amount of lost motion necessary to allow any block, (as E, Fig.5,) to be swung to a vertical position without thereby moving or beingrestrained by the devices of the station to the rear. At the same timethe connecting rod 24, extending to the next station ahead is moved tosuch aposition that when the block E is turned to its vertical positionthe draft upon said rod 24, and the swinging lever L, of the block E, isin the direction of the arrow, Fig. 5, and the block E, will be turneddown to a horizontal position without thereby interfering with theposition of the block E, in the rear of E". By this arrangement eachtrain upon passing a station sets the block at that station in positionto actuate the reversing and stopping devices of any train that mayenter the section before the first train reaches the next station inadvance, but when the forward train passing the next following blocksets it in operative position, it will at the same time re-set thepreceding block to its normal position. Thus should a following trainenter any section occopied by the first train it will be automati callyarrested in the manner before described.

Where the motive power is electricity the lever D, of theelectro-locomotive may be connected with the arm of a reversing switch27, constructed in any well known manner and mayalso be connected with aswitch 28, controlling the current to a motor M, that appies the brakes.

I do not describe the details of the electric switch and electro-motoras I propose to use any of the well known forms in use.

It will be evident that by shifting the posi= tions of the blocks E, byhand a person near the track may arrest an approaching train which maybe necessary in the case of an engine running wild or where the engineercannot be signaled. One means of effecting this is to provide the pivotshaft 29, of the lever K, with a hand lever 30, as shown in dotted linesFig. 2. It will be of course understood that after the engine has beenreversed automatically as described it will still be within the controlof the engineer who may operate the lever 3, and the valves 0, and 16,by rods 31 and 32 extending into the cab and connected with the arms orhandles of the valves.

Without limiting myself to the precise construction and arrangement ofparts shown and described, I c1aim- 1. The combination with a railroadbed provided with blocks of a locomotive provided with reversingmechanism, a contact piece connected with the reversing mechanism andarranged in position to make contact with and be shifted by said blocks,substantially as set forth.

2. The combination with the reversing devices of a locomotive, of acontact piece connected with said devices and arranged in position tomake contact with blocks or projections upon the road bed, substantiallyas set forth,

3. The combination with a series of blocks dividing a road bed intosections, each block being connected with a lever, and connecting rodsbetween adjacent levers, of a locomotive provided with reversing andstopping devices and with contact pieces connected with said devices andarranged in position to make contact with said blocks, whereby thelocomotive may be prevented from passing into an occu pied section,substantially as described.

4. The combination of the series of blocks, each connected with a leverand a connecting rod between each two levers connected to permit amovement of one lever independently of the other, substantially as setforth.

5. The combination of the series of blocks E, series of levers K, andlevers L, each connected to one of the blocks and one of the levers K,and connecting rods 2i between the levers L, connected to permit onelever to move in one direction independently of the other, substantiallyas set forth.

6. The combination of the blocks E, and their operating levers K, andboxes 28, for the levers K, substantially as set forth.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

NM. WEAVER.

Witnesses:

CHARLES E. Fosrnn, ALLE N. DoBsoN.

